Automatic signaling apparatus.



PATENTED SEPT. 10, 1907.

J. S. ANDERSON.

AUTOMATIC SIGNALING APPARATUS.

APPLIUATION TILED MAY 20, 1907 5 EHEBTB-SHEET l.

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J. S. ANDERSON. AUTOMATIC SIGNALING APPARATUS.

APPLICATION FILED MAY 20, 1907.

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J. S. ANDERSON. AUTOMATIC SIGNALING APPARATUS.

APPLICATION TILED MAY 20, 1907.

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No. 865,848. PATENTED SEPT. 10, 1907.

J. S. ANDERSON.

AUTOMATIC SIGNALING APPARATUS.

APPLICATION FILED MAY 20, 1907.

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PATENTED SBPT.10, 1907.

J. S. ANDERSON. AUTOMATIC SIGNALING APPARATUS.

APPLICATION FILED MAY 20, 1907,

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UNITED STATES. A E T OFFICE-1 JAMES s. mm f K r 1 AUTOMATIC sIGNA'LrNG APPARATUS.

N 0. 865,848. Specification of Letters Patent. Patented Sept. 10, 1907. Application filed May 20, 1907. Serial No. 374,618;

Dodge and State of Nebraska, have invented certain on the stationary arm 3, preferably by means of cross 60 Apparatuses; and I do declare the following to be a full, of the line wires and the other end with the wires 3, 4

clear, and exact description of the invention, such as and 5, leading to the contacts on the arm 3. A lever will enable others skilled in the art to which it apperis pivotally mounted in each box and provided at 4 tains to make and use the same. v each end with a contact bar or plate 21, which is long 65 1 '10 This invention relates to signaling apparatus for rail enough to simultaneously engage with all of the buttons roads, and more particularly to that class of such dein one set and is adapted to be vices which are electrically controlled and are adapted to be automatically operated.

The objects of the invention are to prevent substanl 5 tially all kinds of wrecks by giving signals or warnings site directions upon the same track, or at the crossings of each set, is 20 of two tracks. The wires In. the accompanying drawings which illustrate the cred with su' invention,Figure 1 is a diagrammatic side elevation is electricall of a portion of a track provided with part of the apparaanother with the point 4 tus; Fig. 2 is a similar view showing the locomotive and are three or arrangement of the posts, some of which are provided plate 24. Th

with the signal boxes; Fig. 3 is a diagrammatic plan formed as frames view of a crossing and the wiring in the cab of a locowith a bar or roller 25 at the' motive. Fig. 4, is a diagrammatic view of a portion of 24 also depends from the a a track showing the wires crossing the same and engines from and has an insulated rin 0 on the track at different points and running in opposite which one 0 directions; Figs. 5, 6 and 7 are enlarged detail views. The arm 3 is secured to the pole or post 2 in any de- Referring more particularly to the drawings, 1, 1 insired manner, as by clamps 27, and is held against verdicate the rails of a track along which are placed poles tical or lateral movement by suitable braces 28. Y or posts 2, for supporting my improved signaling appa- The buttons of the different sets are movably held 90 ratus. Thisapparatus preferably consists of two forms, depressed against the tension of the springs 18 by the r one of which is provided with a stationary arm 3, upon strain or pull of the line wires which is exerted through 2 which are mounted contact points 4 and 5, for closthe wires 8, 9 and 10, leading into the box, so that i is out oforder, or two locomotives are approaching each the button connected therewith will be released and I other pla ce provided with such apparatus. tact with the buttons ofthat set, as shown in dotted In connection with either form of apparatus, a box 7 lines in Fig. l, and thereby "close a circuit through is secured to the pole within which is placed the mechthein and actuate a signal at any desired point. The anism for forming connections with the line wires on stem of each button is preferably provided with a the poles, three such wires 8, 9, and 10, being shown spring catch 29 that is adapted to engage with the top 4 in some of the figures and four in the others. This of the support 17'and prevent the return of thestem 105 mechanism preferably consists of two sets of buttons or until the box has been opened and the catch released, s, contact points, 11, 12 and 13, and 14, 15 and 16, respecor the bar 21 may be provided with a catch 29 for each tively. Each point or button is provided with a stem button so as to engage therewith and prevent the rewhich is reciprocally mounted in a bar 17 or other suplease of the button until the box has been opened. 7 7 port, andvwhen released, it is forced upward bya spring One use for which the apparatus can be. used is to in- 110 '18around the stem. The stems of each set are connectdicate an open switc as shown in Fig. v 1. In this ed the respective wires by connectors 8, 9 and. case, a reciprocatory bar 30 is connected switch mechanism 31 by any suitable means, as a bell-crank lever 30 and has its upper end provided with a hook 32, which is adapted to engage with one end of the lever 20 when the switch is open and pull the plate 21 on that end down into contact with one set of buttons, as 14, 15 and 16, and close the circuit therethrough to give theproper signal. Another use is to indicate that the track is out of order, as being partly or entirely broken, as from a land-slide, etc., in which case the mechanism, preferably that which is connected with the circuit closer, or movable arm 6, is adapted to be actuated, as by means of a rod 33, which is connected with the track bya cable 34. The rod is provided with a hook 35 at the upper end which is adapted to engage with one end of the lever 20 and close a circuit as in the manner described for the switch, wheneverstrain is placed upon the cable bya slight injury to the track. But when a portion of the track is destroyed, or removed, the strain is taken off the cable and a spring 36 connected with the rod 33 draws the rod upward until a shoulder 37 thereon engages with the lever 20 on its under side and causes the plate 21 at the other end to contact with the set of buttons 11, 12 and 13, and thereby close a circuit and cause a sig nal to be given in the cab of an approaching locomotive, or elsewhere, of the danger.

In actuating the apparatus to give notice of only a slight injury to the track, as by sinking, the strain on the cable will cause it to be drawn down against the tension of a spring 38 until a stop 39 will engage with an extension 40 on the rear end of a semaphore arm 41 and raise the latter to give notice to the cngi neer of the danger, or to the section men. The amount of the damage or sinking of the track will be indicated by the position of the arm, that is, the greater the movement of the track the greater the strain on the cable and the more nearly-horizontal will be the arm. The arm is held in its elevated position by means of a catch or detent 42 which engages with teeth or shoulders 43, on the hub or pivotal portion of the arm. After the track has been repaired the catch is released and the arm swings down into its normal position, where it is held against accidental 'movement by a spring 41 The lever 20 at this point, or elsewhere, if desired, may be actuated by means of a forked push rod 44, which engages with the underside thereof at one end and has its other end connected with the swinging arm 6, so

that when the arm is raised, as by being engaged by a catenary rail on the locomotive, the lever will be actuated and a circuit will be closed through the contact points on the box. The outer end of the arm is preferably provided with an anti-friction roller 45 against which the rail engages, and lifts the arm upward to close the contacts in the box and thus' complete a circuit and cause a signal to be given in the cab of another locomotive or elsewhere.

One means for giving a signal is shown in Fig. 3, in which 46 indicates a locomotive on which are arranged the catenary rails 47 and 48, preferably in two sets, one set upon each side so that contact will be automatically made with the circuit closer 6, or the contact points 4, 5, and 24 on the arm 3, in whichever direction the lecomotive is moving, or on whichever side of the track the signaling apparatus may happen to be located.

f their relative position to or connection with the contact points 4 and 5 must be reversed or changed as shown at S and 9 in Fig. 4. Two bells 49 and 50 are connected with the rails 47 and 48, respectively, and with batteries 51 and 52 by wires 53 and 54, which may be doubled if desired, as shown by dotted lines. catenary rails are preferablymade hollow and a hose or pipe 55 is located therein for the admission of steam from the boiler through a pipe 56 to melt any ice that may form thereon, the hose extending lengthwise of the rails and from one rail to the other at any desired point, and the steam escapingfrom an outlet 57 in the second rail. The outer rail may be so arranged as .to be lowered as by an arm 47, as shown in Fig. 3, to prevent its engaging with the arm 6, when desired. As for instance, when one train is following another one so closely that signals may be given by the whistle in the ordinary manner, and it is not desired to use the electrical apparatus on more than the front train.

In the drawings, two systems of wiring are shown, one with three wires on the poles 2 and the other with four, but the signaling apparatus is substantially the same and the circuits will be closed and the signals given in the same manner with either system. That is, the circuit is always open in the signal boxes whennormal position, but as soon as there is a change in any of the parts, a circuit will be closed through one or the other of the signals in the cab, or elsewhere, whenever the catenary rails come in contact with any of the signaling apparatus along the track. When three wires are used, one of them, as 10, preferably extends the entire length of the track, or for any desired portion thereof, while the other two wires 8 and 9 are used in sections of only a few miles with their adjacent ends overlapping, or terminating at the same pole. The posts for this system of wiring are preferably arranged as shown'in the drawings with the first one 58, set close to the station and provided with the circuit closing arm 6, preferably in such a position that the arm will be engaged and raised by the catenary rail of the locomotive when the latter occupies its usual stopping place. The other arms 59 to 70, inclusive, are set at suitable distances along the track, preferably about two miles apart, and each provided with the contact points 4, 5 and 24 and the box 7. The wire 9 commences at pole 58 and runs to pole 60, then from-6O to 62, and from 62 to 64, and 8 runs from 59 to 61, and then from 61 to 63, and so on along the track. When four wires are used they extend the same length and: virtually form two circuits, each of which passes through the signaling apparatus in the cab, as shown in Fig. 3. If either one or all of the wires should break, the circuit would be closed through the wires which are not out of order, and the signal would be given through one or the other of the bells. When used at a crossing, as shown in Fig. 3, part of the wires make connections so as to give signals in both directions upon both tracks, thereby preventing accidents from cross trains running into each other.

As above described, it will be seen that signals will be given in time to prevent substantially all kinds of wrecks or accidents that are liable to occur upon rail roads on which trains are moving, and in some in- Where the wires cross to the opposite side of the track f. stances, where one of two trains is standing still. But

The

ever everything is all right, or the parts are in their in all cases there is no current flowing except when the circuit is closed, or completed by the engagement of the catenary rails with the contact members at the different poles, and then only in case of danger, thus requiring but little cost for electrical generation, and the wear upon the contacting surfaces will be but slight, thus decreasing the cost of material to the minimum. In addition to this, the apparatus operates automatically and never makes a mistake and the engineer can test his batteries at any time, thereby insuring that they are in proper condition.

In some instances the poles, as 67 and 68, may be placed so close together that, by providing each of them with a contact closing arm 6, when the catenary rails leave one arm, they will immediately engage with the other, thereby enabling a slower going train to receive notice of the approach from the rear of a faster train. In such instances, if the bell on the slower train gives a short ring the engineer should reverse the signal switch in his cab and if the bell keeps on ringing, he will know that the other train is gaining on him, and the bell in the other train will also keep on ringing.

When the train is standing still, as at the'depot its catenary rail under the arm 6, and another train is coming in, the signal bell on the approaching train will begin ringing as soon as it passes pole 60 and thereby give sufiicient warning to prevent any danger from a collision between the two trains.

In Fig. 5 a portion of track is shown with four engines, 1, 2, 3, and 4, thereon, three of which are following eacy other and the other one 4 is moving in the opposite direction. A portion of the line wires is shown in dotted lines'8 and 9", as being crossed to the opposite side of the track and back again. The catenary rails of the different engines are shown by two sets of parallel arrows, and the course of the circuits is shown by small arrows, and the switch 45 on 1 is shown as reveresd so as to give and receive signals from trains moving in the same direction.

Having described my invention, I claim:

1. In a signaling apparatus, a series of poles adjacent to a railroad track, each provided with signal closing mechanism, said mechanism comprising two sets of buttons, a lever, each end of which is provided with a plate adapted to be moved into engagement with one of said I. sets, wires 'on,the supports electrically connected with said buttons, contact members electrically connected with one of said sets, and means for closing a circuit through said wires when a locomotive provided with a signaling apparatusis in engagement with said contact members.

2. In a signaling apparatus, a series of poles adjacent to a railroad track, each provided with a box, two sets of spring-pressed buttons in said box, a spring-pressed lever, each end of which is provided with a plate adapted to be moved into simultaneous contact with the buttons of one set, wires on said poles, in electrical connection with said buttons an arm on each pole provided with means for causing said lever to be actuatedand a circuit completed through said wires when a locomotive provided with a signaling apparatus is in engagement therewith.

3. In a signaling apparatus, a series of poles adjacent to a railroad track, a box and an arm on each pole, the arms on part of said poles being pivotally mounted, and the arms on the other poles being provided with contact members, sets of buttons in each box, a lever in each box provided with means for engaging with said buttons, wires on the poles electrically connected with said buttons, and means on said arms for closing a circuit through said buttons and wire when a locomotive provided with a signaling apparatus is in engagement witheither of said arms.

4. In a signaling apparatus, a series of poles adjacent to a railroad track, a box and an arm on each pole, the arms on part of said poles being pivotally.mounted, contact points in each box, wires on the poles electrically connected with said buttons, means on said arms for establishing electrical circuits between said wires and buttons, reciprocatory members on said poles connected with said track for establishing said circuits when the track is not in its normal condition.

5. In a signaling apparatus, a series of poles along a railroad track, a bow and an arm on each pole, the arms on part of said poles being pivotally mounted, a semaphore arm on one of said poles, sets of contact buttons in each box, wires on said poles in electrical connection with said buttons, a lever in each box provided with means for closing circuits through said buttons, a reciprocatory memher on each of said poles, each of which is provided with means for actuating said lever when moved in one direcrion, and one of them provided with means for actuating the semaphore arm, said last-mentioned member being provided with means for moving the lever in the opposite direction, and means for establishing electrical circuits when a locomotive provided with a signaling apparatus is in engagement with said means.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

JAMES S. ANDERSON.

Witnesses Vrc'ron Snl'rz, HERBERT SMAILS. 

